Brake



H. FORD Oct. 20,

BRAKE Filed May 5l. 1924 2 Sheets-Sheet l JN VEA/T01? m.

WITNESS 52%? ATTORNEY Oct. 20l 1925.

H. FORD BRAKE Filed May 31. 1924 2 Sheets-Sheet 2 INVENTOR Patented Oct. 20, 1925.

UNITE-D STATES HENRY FORD, OF DEARBORN, MICHIGAN.

BRAKE.

Application led May 31, 1924.' Serial No. 716,990.

To all who/m, t may concern:

Be it known that I, HENRY FORD, a citizen of the United States, residing at Dearborn, in the county o-f Wayne, State `of Michigan, have invented new land useful Improvements in a Brake, of which-the following is a specification. f'

The object of my `invention is to provide new and useful improvements in a brake for tractors o-f simple, durable, and inexpensive construction.

A further object of my invention is to provide a. brake which isparticularly adapted for use in connection with the transmission of a tractor or other automotive vehicle. More especially, it is my` desire to provide an adequate efficient brake for use in connection with the transmission such asis shown in my, United States Letters Patent 1,347 ,690, issued vJuly 27th, 1920 and covering atransmission mechanism for tractors. 'In this connection it will be noted that itis advisable to have all moving parts, and in| fact all parts, enclosed or housed, which are used in connection with aI tractor, as there is a. large amo-unt of dust and dirt ordinarily associated with the use of. suchtractors and the enclosure of the parts tends to protect both the parts and the operators.

be efficient and yet make it unnecessary-to change materially the'parts of the trans-.

mission in order to4 install the brake. It

of the transmissions described in the above mentioned patent have been manufactured and sold so that my invention as described in this application contemplates a brake that also may be used for replacement in connection with transmissions of that type which have already been sold.

A further object of my invention is to Furthermore, it is desirable in such a brake to so construct it that it will will be understood that very large numbersy and shown in the accompanying drawings. 5b in which:

Figure 1 shows a sectional view taken on the line 1--1 of Figure 2,

Figure 2 shows an elevation of the parts illustrated in Figure 1, in 4looth of these 60 views the parts which are associated with Vof the gear shown in Figure 3.

Figure 5 shows an elevation of one of the friction discs used in connection with rvmy improved brake.

Figure 6 shows an elevation Jof the cooperating friction disc member used in conneotion with my improved clutch.

Figure 7 shows a non-rotatable friction member which is used for applying the pressure to my improved brake in elevation, and

Figure 8 shows a sectional view taken on the line 8--8 of Figure 7 Referrincf to the accompanying drawings,

I have used the reference numeral 10 to indicate generally a transverse partition or web which exten-ds across a transmiion housing between the clutch and the primary shaft of the transmission mechanism. This web serves the dual'fpurpose in the transmission of forming the support for the primary and secondary shafts of the transmis- 90 sion and of bracing the transmission housing. .It also forms a support for a sleeve 11 which extends into the transmission to form the bearing or journal upon which the reverse idler gear 12 is j-onrnaled. It-Will 95 be noted that the reverse idler gear 12 is loosely mounted on this sleeve 11 so that the gean may either rotate or -slide longitudinally of the sleeve. The reverse idler gea-r 12 meshes with a pinion 13 which in 100 turn is connected to a shaft 14 which is positively connected to the rear wheels of the vehicle upon which this transmission is mounted. It will, therefore, beseen that rotation o-f the rearwheels will cause the re- 10 verse idler gear 12 to rotate and conversely if the gear 12 is held from rotation, then the real Wheels will also `be heldfrom rotation.

A lever 15' is pivo-ted at 16 and operatively connected at 17 with a clutch device 18 so that movement of the lower end of the lever rearwardly will disengage the clutch and forwardly will cause the clutch to engage.

This clutch 18 is the clutch ordinarily provided in connection with transmission for the purpose of disconnecting the transmission from the engine.

My invention consists in the connection of this clutch controlling lever 15 with a brake mechanism which is in turn 'associated with' the reverse idler gear 12 whereby movement of they clutch lever in a direction to throw the clutch may be continued until such jmovement will also cause thev brake mechanism to retard or stop the movement of the reverse idlergear 12, thereby in turn stopping the movement of the rear wheels of thel vehicle. i'

With the exception of the sleeve 11, which has heretofore been described and the loose mounting of the reverse idler gear on this sleeve, the parts heretofore described are of ordinary construction at least in connection with the transmission of one type of tractor which is in vcommercial use and are shown in my patent above mentioned. They y are not, therefore, described with greater detail as their operationmay be readily discovered by anyone referring to said patent. My invention also consists in the manner of connecting my brake mechanism to the reverse idler gear in the brake mechanism itself, andof interconnecting/these parts with the clutch lever 15.

Ashas heretoforeV been described, the reverse idler gear 12 is mounted on vthe sleevel opening 24v to receive the shaft 19 and bearsy against shoulders' 35 at the ends of the squared portion so that the minimum'dis- 2 3 and the shoultance between the member der 20 will be xed. Sheet metal friction members. 25, similar to those used in friction disc clutches and similar in shape to the member 23, are nonxrotatably mounted 'on the artition 10. This is accomplished-b exten ing notched ears 26 from either si e of these friction discs 25 which receive pins 27 which in turn are secured in the partition 10 and extended to position tolooselly supportthe discs 25 and the pressure app ying member 23.

f T e reverse idler gear 12. hase. notched hub 28 extended from either side thereof which supports and holds from rotation friction disc v members 29 which have correspondingly notched'l central openings.- A pair ofthe'sheet metal discs 25 are mounted on one side of the reverse idler gear 12 withv pressure be applied to press the friction members together then that the discs 25 and member 2,3 will tend to hold the discs 29 and reverse idler gear 12 from rotation.

The pressure applying member 23,has a hub l30 extended rearwardly therefrom to form a supporting sleevefor the end of a coiled spring 3L which in turn bears against an adjustable nut 32 at the end of the shaft 19. Y

From the construction of the'p'arts heretofore described it will be seen that the spring 31 will normally hold the pressure applying member/23 against the shoulders 35 on the sli-aft' 19 *so that the distance between these parts may be made suchthat there will be no pressure applied to theffriction faces of thebrake members when' the parts are in this position. If, however, the shaft 19 be moved forwardly and longitudinally through /the sleeve 11, then the spring 31 will apply a pressure corresponding` to the compression on thespring 31 againstthe pressure applying* member 23 to thereby compress the friction members of the brake between the pressure applying member 23 and the partition 10. The pressure so applied can ,be regulated by thI movement of theshaft 19 and limited by the compression placed upon the spring 31 by the positioning of the nut 32.

The shaft 19 may be moved forwardly by' extending the lever 15 down below its connection with the clutch 18 to osition opposite thestop 22 so that an adJustabley screw 33 may be brought into contact with the stop 22 when the lever 15 hasI been moved' `to position Ato throw the clutch 18 out of vent movemeht of that lever d. suicient dis! tance to cause the shaft 19 to compress the spring 31 an amount 'suilicient to damage the sprlng 31. When the lever .15 has been moved the proper distance to operate` the Y brake mechanism, then releasing` the pressure on the` spring. 31 will return the shaft 19 rearwardly along the sleev`` 11 until the shoulder 20 contacts with the forward end. of the sleeve 11'so .that the arts 'will then be in position again wherev ere will -be no compression on the friction members of my improved brake.`

Among the manyiadvantages arising from ythe use of my improved construction, it should first be pointed out that it is adaptable for a commercial structure now in use without largely altering the present construction of that vehicle. It might also be quite` readily applied to vehicles ofthe same ltype which have heretofore been manufac- -tured as a replacement or accessory. v.It 1s also of such a nature that it may be mounted inside the transmission Where it is exposed to the oil and grease of the transmission Without the eiiciency of its operation being marred. It may also be operated by one of the levers provided. in connection With ordinary transmissions so that no additional operating levers aremade necessary by the use of my improved brake mechanism an`d the operation of the brake- With the levers already provided is anatural operation, that is, the operator would naturally make the necessary movements essential to operate the brake. A

A further advantage resulting from the use of my improved brake is that the parts are so constructed that they Will last practically the life of the ordinary transmission and that adjustments are required. Y

I claim as my invention:

very seldom, if ever,

1. In a .brake mechanism for transmis.V

sions having a gear operatively connected with a driven shaft and an operating lever for the transmission, brake mechanism associated -with said gear and means for operatively connecting said mechanism with the operating lever whereby movement of said lever beyond 'a pre-determined point will operate said brake mechanism.

2'. In a transmission having driving gears therein, means for loosely mounting one of said gears to permit rotation and longitudinal movement thereof, and brake mechanism associated with said .gear whereby movement of.-said gear may be retarded or prevented to thereby slow `or stop the vehicle upon which the transmission is mounted.

3. In a brake mechanism adapted to be -associated with a transmission for vehicles having a gear therein with a permanent driving connection with the wheels of the vehicle and a clutch device for connecting the transmission with the motive force of the vehicle and a control lever for operating said clutch, a v brake mechanism operatively connected with said gear' and means for operatively connecting said control lever with said brake mechanism whereby the brake mechanism can, only be actuated by said con#v sure to said friction members to thereby retard orstop the movement of said gear.

5. In` a transmission bake`a lpartition member having an opening therein and a `sleeve extended therefrom, a shaft slidably mounted in said sleeve and opening, a gearl loosely mounted on said sleeve for rotation or sliding movementa pressure applying member non-rotatably mounted on theend of said shaft adjacent to the gear, meansfor yieldingly urging said pressure applying member toward the gear,.1neans for limiting the movement of said pressure applying means on the shaft in said direction, and means for limiting the movement of said shaft in a direction to carry the pressure applying means away from said gear.`

`whereby the pressure applying means will normally apply no pressure' to said gear but I movement ofthe' shaft in one direction may apply such pressure through said yielding means. l

HENRY FORD. 

